Locomotive-control installation



Aug. 26, 1930. T, E, LARK ET AL 1,774,227

LOCOMOTIVE CONTROL INSTALLATION Filed July 30, 1926 M 7 wymazfzzd /i7 m Patented Au 26, 1930 UNITED PATENT QFF THOMAS E. CLARK AND Janus CLARK, or DETROIT, MICHIGAN, AssIeNons To CoNTINUoUs TRAIN CONTROL CORPORATION, or ETROIT, MICHIGAN, .e Conro- BATION or MICHIGAN 1 LOCOMOTIVE-COIN'IROL INSTALLATION Application filed. July so,

This invention relates to theconstruction of train control systems, and particularly to electric mechanism mounted on a locomotive by whichthe air brakes .may be controlled, said mechanismbeing influenced by electro-inagnetlc flux. 1n the track rails, and

the object of this invention istoprovide a sys-.

for the purpose of normally obstucting the flow of plate currents in said tubes, which bias is changed by the current picked up by the receptor coils to such an extentthat the plate currents may energize suchelectro-magnetic elements, and instrumentalities embodying signals, valves and switches which are controlled by said electro-magnetic elements under the influence of such plate currents.

The accompanying drawing diagrammatically illustrates a locomotive installation embodying our present invention.

The headlight genera-tor G or other current source delivers current of about 32 volts to the dynamotor D over wires 1 and 1, the return being by wires 2 and 3, a fuse being inserted in the latter if desired. This dynamotor delivers current of preferably 350 volts and energizes a suitable resistance 4: and is shunted thereby. Four electron tubes are employed, the detector tubes 5 and 7. and the amplifying tubes 6 and 8, all four; having their filaments connected in series by the wires 1, 1*, 1, 1 and 1, and bythe wires 9, 45 and 3 to generator G. A oneohm ballast resistance 19 is connected into the return circuit of the filaments to limit the current passing through them. The amplifying tube 6 controls the relay 11 while the tube 8 controls the relay 10.

1926. Serial o. 125,907.

may be impressed by such instrumentalities as are shown in our prior application, Serial Number 90,513, filed February 25, 1926. Clear current is picked up by the coil20 and F. caution current by the coil 21, and

these coils connect to the "adjustable con densers 22 and 23 by the wires 24,25, 26 and 27 The wire 24 connects to the grid of the electron tube 7, the wire 27 to the grid of the tube 5, while the wires 25 and 26 are adj ustably connected to the negative end or" the-resistance 4. As; these currents are often weak because of the condition of the track pickedup by either coil 20 or 21 or both. For

this purpose we have provided means to nor-' mally charge the grids of the electron tubes with a sufficient negative bias of potential to prevent the passage of sufiicient current be;

tween the filaments and the plates until this bias has been changed to positive.

The resistance 4 connects to the positive side of the dynamotor by means of the wire 12, which also connects to the relays 11 and 10 by wires 13'and 14 respectively, and these relays connect to the plates of the tubes 6 and 8 by the wires 15am 16 respectively. The

wire 12 also connects to the plates of tubes 5 and 7 by means'of wires 17 and primary windings 18 and 19 of. transformers 28 and 29 respectively, and wires 30. The plates of tubes 5 and 7 are therefore positive relative to the filaments of these tubes which connect to the resistance 4 bymeans of thewire 31 which also connects to the wire 1 d v A negative bias of potential is impressed upon the grid of tube 5 by reason of the wire 26 engaging the negative endoflresistance 4, the circuit to this grid being over wire 26,

coil 21 and wire 27. Similarly, the circuit to the grid of tube 7 consists of wire25fengaging the negative end of resistance 4, the

which high-frequency oscillating currents coil 20 and the wire 24. This negative bias in the grids of tubes 5 and 7 substantially prevents passage of plate current, but when either of the receptor coils picks up the our eliminate this negative bias so that pulsating plate currents flow in the primary windings 1S and 19'of the transformers 28 and 29.

A negative bias also present in the grids of tubes 6 and 8, the circuit'to the former being from the negative end of resistance 4 over wire 32 and secondary winding 33 of transformer 28, and to the latter over wire 34 and secondary Winding 35 of transformer 29. So long as this bias continues, the plate current of these tubes is obstructed, but whenever a pulsating current occurs in the plate circuit of tube 5,.induced pulsations are set up in the secondary winding 33, the positive portionof which so overcomes the negative bias of the grid of tube 6 that plate current may flow in that tube and energize relay 11. In the same manner, the relay 1O responds to current picked up by the receptor coil 20.

The usual grid leak'36 and condenser 37 are introduced in each of these grid circuits of the amplifying tubes and the condensers 38 in the circuits of the relays 10 and 11.

As stated before, the generator G supplies positive current to the main wire 1 and to the dynamotor D. When clear current is picked up by the receptor coil 20, the relay 10 is energized and when caution current is picked up by the receptor coil 21 the relay 11 is energized. When no current is picked up, both of these relays drop their armatures.

With relay 10 e orgizer, relay 11 being de-energized, current flows over wire 1,arma ture 10, wire 40, dropped armature 11 wire 41 to green lamp 42, and wire 43, resistance 44 and wire 45 to the generator. Resistance 44is provided to protect the lamps, which are usually of lower voltage than the re mainder of the system, from being burned out.

Current also flows over wire 1, forestalling key 46 in its normal position, wire 47, armature 10, wire 48, dropped armature 11,.an'd wires 49 and 50 to the electro-pneumatic train-control valve 51 which permits the air of the train line to discharge when the valve is de-energized. Thecircuit back to the generator is over pneumatic switch 52 and wires 53 and 45. These circuits to the lamp 42 and valve 51 are automatically closed when ever relay 10 is energized and relay 11 is deenergized. The valve 51 and switch 52 are conventionally shown in this drawing but are fully shown and described. in the application of (loop and Stone, Serial Number 153,258 filed December 8, 1926.

iVhGll tne relay 11 is energized which oc curs when caution conditions are present in the occupied. track, current flows to the yellow lamp 55 over wire 1, dropped armature 10 wire 56, switch 57, wire 58, dropped armature 59?, wire 66, dropped armature 10, wire 62, armature 11 and wire 63. The circuit to the valve 51 was broken when armature 10 fell, and the valve 51 therefore opened. But the engineer, by depressing his forestalling key 46, may close the circuit consisting of wire 1, key 46, wire 65, dropped armature 10, wire 66, valve relay 67, and wires 68 and 3. Valve relay 67 being energized, picks up its armatures and current now flows over wire 1, dropped armature 10, wire 56, key 57, arn'iature 67, and wires 70 and 50 to valve 51 which immediately closes. The switch 46 closes faster than the relay 67 becomes ole-energized. A stick circuit to relay 67 is established over wire 1, key 46, wire 1-7, dropped armature 10, wire 73, armature 11, wires 74 and 75, armature 67, wire 66, relay 67 and wire 3.

Should the engineer delay the operation of his key a predetermined time, the blast from the valve 51 pushes down the lever 72 and opens the switch 52 which does not close until full braking occurs. Relay 67 remains energized until relay 11 becomes de-energized or until relay 10 becomes energized.

When no current is received by either relay or 11,'wi ii occurs when danger conditions are present in the occupied track the stick circuit of relay 67 is broken at armature 11 and current flows to the red lamp 77 over wire 1,

dropped armature 10 wire 56, switch 57,

wire 56, dropped armature 59", wire 60, dropped armature 10, wire 62, dropped armature 11 and wire 78. it the same time the stick circuit to relay 67 is opened by armature 11 dropping. This relay being de-energized, drops its armatures and the c' wit to valve 51 is opened and air escapes from the brake system. The key 46 being again depressed, current flows over wire 1, key 46,

wire 65, dropped armature 10 wire 66, relay M 67 and wire 3, and also over wire 1, key 46, wires 79 and 80, relay 59 and wire Both relays being energized, a stick circuit for relay 59 is establishedfrom wire 1 and key 46 (restored to normal position) over wire 47, dropped armature w i re 73, dropped arma ture 11 wires 81 and 82, armature 59 wire 80, relay 59 and wire 3. This establishes a stick circuit for relay 67 consisting of wire 1,

dropped armature 10 wire 56, switch 57, H

wire 58, armature 59, wires 74 and 75, armature 67 wire 66, relay 67 and wire Both these stick circuits are opened whenever either relay 10 or 11 is energized.

With relay 67 energized, current flows to valve 51 over wire 1, armature 10, wire 56,

switch 57 wire 58, either or both armatures 67 and 59, and wires 70 and 50. r

If any track not equipped with control installations, such as a branch line, round-house or switch yard, joins controlled track, instrumentaliti es are provided at the point of connection of the two tracks to impress two cur,-

rents of electro-magnetic flux adapted to be key 46 is now depressed, current flows to re-' lay 59 which picks up its armatures so'that current may flow to valve 51 from wire 1, over armature 10 wire l0,armature-11, wire 56,

switch 57, wire 58, armature 59 and wires 70' and50.

It is immaterial whether key d6 is held down until after relays 10 and 11 are de energiz ed or not, for when the key completes the circuit through wire 47, armatures 10 and 11 or 10 and 11 complete the stick circuit of relay 59 which is suiiiciently slow actingto permit these armatures to pass from oneposition to the other. So also the circuit to the valve be ween wire 1 and switch 5'? is either over pickedeup armature 1O w1re lO and picked-up armature 11 or over'dropped are I mature-1O and wire 55.

We prefer to connect a small signal whistle 86 to the valve 51 to notify the engineer whenever the valve opens.

The switch l 57 is preferably normally locked, but may be unlocked previous to starting the locomotive for a run so as to permit the stick circuit of relay 59 to be opened to permit the various parts of this system to be tested. I

The details of construction, the proportions of the resistances and thecharacter of the conductors may all be changed by those skilled in the art without departing from the spirit of our invention as set'forth 1n the following claims 1. In combination with a current source, a resistance coil connected thereto and having positive and negative ends, a pair of electron detector tubes having their plates connected to the pos ve side of said resistance and their grids to the negative side thereof to normally obstruct plate current, a pair of amplifying-tubes having their plates connected to the positive side of said resist ance and their grids connected to the negatwo side thereof to obstruct plate current, a receptor of high-frequency current connected to the gridof each detector tube adapted to convey oscillating current thereto to vary the bias thereof, transformers between the plates of the detector tubes and the grids of the amplifying tubes whereby plate current of the detector tube will vary the bias'of the grid of the amplifying tube to control the plate current thereof, and relays'connecting to the plates of the amplifying tubes and energized by the plate current thereof. I

pair of control relays'and the armatures thereof, a train control valve normally held 15 2. In combination with a current source, a

closed by current from said source, a forestallingkey and circuits between the current] source andsaid valve whereby current will flow. to said valve when one of saidrelays is energized, and when the key is actuated and V the second vrelay is energized, a third relay and circuits between its armatures and said valve, rey and current source which circuits. are closed when both the first named relays are (lo-energized and the key is actuated, and a'fourth relay and circuits between'its armatures and said valve, key and current source which circuits are closed'when both-the first namedrelays are energized and the key is actuated.

In combination with a current source, a

pair of control relays and the armatures thereof, a train control valve normally held closed by current from said source, a forestalling key and circuits between the current source and said valve whereby current will flow to said valve when one of said relays is energized,an-d when the key is actuated and the second relay 1s energized, a third relay 1 and circuits betweenits armatures and said valve, key and current source which circuits are closed when both the first named relays,

are de-energized and the key is actuated,'and a fourth relay and circuits between its armatures and said valve, key and current source which circuits are closed when both the first named relays, are energized and the key is ctuatedand an additional stick circuit for each of said third and fourth relays which circuit is closed when the respective relay is ene ized, and remains close 'dtuntil one of I 1,, the fiI'Shl'ltllllQCl relays is again energize-d.

t. In a train control apparatus adapted to be mounted on a vehicle traveling a track in the rails of which high-frequency currents of different wave lengths are impressed, by

means of transmitters positioned along the track, said wave lengths depending upon the occupancy of the track ahead, and in which two of such currents are impressed at the entrance end of non-controlled track sections;'the combination of a current source, a train-control valve, a receptor and instrumentalities controlled thereby adapted to respond to each of the currents in the track, and circuits between the currentsource and valve adapted to be opened and closed by such in iao e a tI'ZIlIl-CODDI'Ol valve adapted to be held closed'by current from said source, circuit struinentalities as either, neither or both of said receptors and the instrumentalities connected thereto responds to track currents.

5. In combination with a current source, a train-control valve adapted to be held closed by current frolnsai-d source, a circuit between the current source and said valve, a receptor for high-frequency current and instrumentalities controlled thereby for closing said circuit, a second circuit between the current source and said valve, a forestalling key in said circuit, a second receptor for high-ire quency current and instruinentalities controlled thereby for closing said second circuit when said hey is moved to circuit-closing position, a third circuit between the current source and said valve adapted to be closed by said key and the instruinentalities controlled by both of said receptors.

6. In combination with a current source,

between the current source and said valve, a receptor for high-frequency current and instruinentalities controlled thereby for closing said circuit, a second circuit between the current source and said valve, a forestalling key in said circuit,.a second receptor fbr highfrequency current and instrumentalities controlled thereby for closing said second circuit WllED'SfllCl key is moved to circuit-closing position, a third circuit between the current source and said valve adapted to be closed by said lrey and the instrumentalities controlled by both of said receptors, an electric lamp and a circuit therefor adapted to be closed when said first named circuit is closed, 1

a second lamp and a circuit therefor adapted to be closed when the second circuit is closed, and a third lamp and a circuit therefor adapted to be closed when both the first and second circuits are opened, said lalnp circuits all being'open-ed when said third circuit to said valve is closed.

THOMAS E. CLARK.

JAMES E. CLARK. 

